Railway buffer



M R. P. DELANo, JR 2,826,311

March 1l,y 1958 RAILWAY BUFFER '7 Sheets-Sheet 2 Filed Aug. 30, 1954 d wz bz: no u www mmv@ od INV ENTOR Y TTOR NEY March 11, 1958 A R, P. DELANO, JR l 2,826,311

. RAILWAY 'BUFER Filed Aug. 3o, 1954 *I sheets-sheet s March 11, 1958 R. P. DELANO, JR

RAILWAY BUFFER '7 Sheets-Sheet 4 Filed Aug. 30, 1954 SMN @N .MN

ma ww mw s@ INVENTOR BY d #Mu/L ATTORNEYS March 11, 1958 R. P. DELANo, JR 2,826,311

RAILWAY BUFFER 7 Sheets-Sheet 5 Filed Aug. 30, 1954 n A lNvn-Z /L EL 44ML@ l ATTORNEY;

- R. P. DELANQ, JR f 2,826,311

March 11, 195s RAILWAY BUFFER f7 sheets-sheet s Filed Aug. 30, 1954 INVENTO BY 'Y 7M ATTORNEYS March 1l, 1958 R. P. DELANOQJR v 2,826,311

` RAILWAY BUFFER Filed Aug. 50.1954 7 sheets-sheet 7 COMBINED BUFFER COUPLE!) POSITION GEAR RE ANCE INVENTOR ATTORNEY .United States Patent O" RAILWAY BUFFER Raymond P. Delano, Jr., Wilmington, Del., assignor to Franklin Balmar Corporation, a corporation of Delaware Application August 30, 1954, Serial No. 453,055

Claims. (Cl. 213-15) This invention relates to buffer mechanisms for railway vehicles and is particularly concerned with novel buffer mechanisms for transferring bufng forces between adjacent vehicles without developing excessive lateral forces.

The problem of the transmission of buffing forces between railway vehicles, incident to pushing and particularly to braking operations, has been aggravated by increasing train weights and locomotive tractive effort and particularly by the employment of dynamic braking in electric or electric-drive locomotives.

Modern locomotive units mayv develop steady-state :braking forces of the order of 40,000 to 50,000 lbs. and

when such units are combined into multiple unit locomotives, the total braking force developed may be as high as 150,000 lbs.: t l

Conventionally, bung forces are transmitted from one unit to another through fixed points on the vehicle center line near the ends thereof-for example, through the draft gear and coupler pins. The coupler pins are located near the ends of the vehicle frame, and, in locomotive units, relatively remote from the truck center pins. When one or more of the vehicles is on curved track, the line connecting the coupler pins of two adjacent units has its axis displaced from the longitudinal axis of one or both of the units. As a result, the compressive force between the coupling pins has a component normal to the axis of one or both of the adjacent vehicles, whose magnitude is a function of the buing force, the draft gear length, the distance between the coupler pin and the truck pin, and the misalignment between the vehicles. In a typical diesel-electric locomotive unit developing a braking force of 46,000 lbs. the lateral component of the steady-state force, in buff, may be as high as 15,000 lbs. on a 21 curve. y

Lateral forces of this magnitude are suicient in some cases to cause derailment, and in any case, promote flange 2,826,31 l Patented Mar. 11, 195s ice developed when the buing force is transmitted through conventional means.

According to this aspect of the invention, the buffer mechanism is arranged to transmit the bufling force along the line passing through or near the truck center pins in any relative angular position of the two vehicles.

Thus, the point at the end of one vehicle through which the bufiing force is transferred to the adjacent vehicle shifts transversely of the vehicle with changes in the relative positions of the two vehicles. r Desirably, the point of transfer shifts continuously with changes in relative angular positions of the two vehicles, along an arc whose center is at or near the adjacent truck center pin.

In addition to the steady-state forces developed by locomotive braking or pushing operations, large amounts of 'potential energy in the form of momentum are frequently released inthe form of buiiing forces of high peak magnitude incident to acceleration, deceleration, coupling operations and the like. The peak magnitudes of such 'forces far exceed the magnitude of steadystate forces above discussed, and any buffer mechanism must be constructed to accommodate them.

In accordance with another aspect of the invention, the buffer mechanism incorporates resilient and/or friction means designed to absorb instantaneous or transient buffing energies of large peak magnitude. Desirably, according to this aspect of the invention, the mechanism incorporates a buffer spring in helical form arranged with its axis transverse the longitudinal axis of the vehicle, together with friction wedge means arranged and rail wear, and tend to establish a jackknifed condition of the two units, which condition may be maintained even after the two vehicles pass from a curve on to tangent track.

In the past, draft gear centering devices have been employed to restore the vehicles to aligned condition once they reach tangent track, but since such devices develop lateral forces of the order of 300 to 400 lbs. at most, they are ineffective to prevent the establishment of the jack-knifed condition in the first place. Furthermore, draft gear or coupler centering devices increase the difculty of coupling vehicles when one or more of them is on curved track.

According to the present invention, bufng forces are transmitted from one vehicle to an adjacent vehicle through buer mechanism which is arranged to transmit the bufiing force along a line (for example, the line connecting the truck pins of the adjacent vehicles) selected to eliminate or at least radically decrease the lateral component of the buiiing force as compared to that inevitably to dissipate a portion of the energy of the buiing transient, `as heat. y

It is a primary object of the invention to transmit buffing forces from a vehicle to an adjacent vehicle in a manner to avoid the development of lateral forces tending to misalign the vehicles.

It is a further primary object of the invention to reduce the peak magnitude of buting transients either by temporary displacement of resilient means or by dissipating a portion of the energy of the transient through friction means, or both.

It is a further object of the invention to accomplish the tirst two mentioned objects by one buing assembly.

Another object of the invention is to provide a buffer mechanism which can be accommodated in a minimum of space in the structure of the vehicle.

A further object of the invention is to provide a buffer mechanism adapted to simple assembly with standard diaphragm mechanisms and other portions of existing vehicles.

Still another object of the invention is to accomplish one or more of the foregoing objects in a manner which largely or wholly divorces the buiiing action from the drawgear of the vehicle; and in this regard the invention further contemplates transmitting the draft forces, from vehicle to vehicle, between points which are relatively closely spaced apart (thus avoiding excessive draw gear length), while transmitting bufng forces, from vehicle to vehicle, between points which are relatively widely spaced apart, preferably between points at or near the truck centers of adjacent vehicles (thus avoiding excessive lateral forces, in buff).

How the foregoing and other objects of the invention are attained will be more clearly understood from the description which follows and from the drawings, in which- Figures 1 and 2 diagrammatcally illustrate and compare the lateral forces on locomotive units employing the invention (Figure 2) and similar units following the prior art (Figure l), the first unit in each figure being on a curved run of track and the second unit (and third, not shown) beingl on a straight run of track;

Figures 3 and 4 are diagrams similar to Figures l and 2, but with the first two units on a curved run-of track and the third unit on a straight run of track. Figure 3 represents the operation of the prior art arrangement and Figure 4 that of the buffer mechanism of the invention;

Figure 5 is a diagrammatic view illustrating the action of buffers embodying the invention in which the buingforce transfer-point shifts continuously, with the left hand unit on a straight run of track and the right hand unit on a curved run of track; v p y Figure 6 is a view similar to Figure 5 with both units on curved track;

Figure 7 is a plan view, partly in section, of a form of buffer mechanism which functions in accordance with-Figures 5 and 6;

YFigure 8 is a cross sectional view taken on theline 8-8 of Figure7;

Figure 9-is a plan View, partly in section, of a modification of the buffer of Figures 7 and 8 with certain of the associated structure shown in dot-and-dash lines;

Figure l0 is a face view, partly in elevation and partly in section, of the buffer mechanism of Figure 9, taken substantially on the line 10-10 of Figure 9;

Figure l1 is a side elevation of the buffer of Figures 9 and l0 with associated mechanism shown in dot-and-dash lines;

,Y Figure l2 is a cross sectional view taken on the line 12-12 of Figure 9; and

Figure 13 is a chart illustrating the relationship between relative bufng motion and resistance to buing in a lovcomotivewcomprising two units equipped with conventional draft gear and also with the buffer mechanism of the invention.

In Figures 1 to 4, I have diagrammatically indicated the lateral forces developed during buing. The diagrams are based on-a three-unit locomotive, each unit of which is provided with two trucks with their center pins 372 inches apart, with the ydraft gear coupling pins spaced 1221/2 inches from the truck center pins, and with a draw bar length of 57 inches (281/2 from pulling face to coupling pin center, in the case of knuckle-type couplers).

In all of the diagrams, the lateral forces are expressed numerically in terms of the quantity B, which as indicated in the drawings, is equal to the braking force developed by one unit, Yalthough it is to 'be understood that the diagrams are applicable'to cases wherein the buflng force is developed by pushing or otherwise. The magnitude and direction of the lateral forces acting on the truck centers are also indicated graphically by the length and direction of the arrows L Figure l illustrates the lateral forces developed on the trucks of the first and second units when the bufng yforce is transferred from unit to unit between xed points located on `the center line near the ends of the units, for eX- ample, through the draft gear and couplers. When the leading unit is on a curve and the second and third units are on tangent track (the situation illustrated in Figures 1 and 2), the trailing end of the leading unit swings to the outside of the track center line, vand the two vehicles assume a jack-knifed position with respect to one another. The compressive force in the draw bar or coupler intersects, at considerable angles, the longitudinal center lines of the vehicles, as a consequence of which it has alateral component urging the trailing vend of unit No. l toward the outside of the curve and the leading end of unit No. 2 toward the inside of the cr've. of B) and direction of the forces 'on the trucks of the two units'are indicated by the arrows L (withsuflixes hereinafter referred to). As may be seen, the lateral force L1 on the trailing truck of the leading unit is equal to .2227B. Since B maybe equalto -more than 40,000 lbs., the lateral force on this truck may be as much as 9500 lbs.

The magnitude (in terms Figure 3 illustrates the forces developed in a similar locomotive when both unit No. l and unit No. 2 are on curved track and unit No. 3 is on tangent track. In this situation, the draw bar between the unit No. l and unit No. 2 is displaced outwardly of the center line of the track. The bufling force which must be transferred between unit No. 2 and unit No. 3 is 2B and the lateral component L3 of this force on the trailing truck of unit No. 2 is .4244B, or, in the example mentioned, upwards of 16,000 lbs. It will be noted that the force L., on the leading truck of unit No. 2 is lower than in the situation illustrated in Figure l, because the two lateral forces acting on the two ends of unit No. 2 oppose one another insofar as rotation of unit No. 2 about its center is concerned.

Several conclusions can be drawn from the diagrams of Figures l and 3, among them that the lateral forces increase with the braking force and with the number of units, that the greatest lateral forces are developed when one unit is on tangent track and the adjacent one is on curved track, and finally, that the magnitude of the lateral force is a function of the angle at which the buliing force transmitted from one vehicle to another intersects the longitudinal axes of the vehicles. In addition it will be noted that even when adjacent vehicles are on tracks curving in the same direction, the forces developed will (under some conditions) urge the ends of the vehicles in opposite directions.

According to the invention, the bufling force is transmitted from vehicle to vehicle along -a line which is selected with a view to developing the minimum possible lateral force. Desirably, `the line selected is the line connecting the tinck centers, and the operation of a system embodying buing-force transfer-points lying on the line of truck centers is illustrated in Figures 2 and 4. In Figure 2, for example, I have diagrammatically indicated the lateral forces developed when the bufng force is transmitted between the first and second units by means of bung surfaces of arcuate form centered on the truck centers.

In Figure 2, it is assumed that there is sulcient lost motion in the draw bar so that no bufng force is transmitted through the draft gear and that the entire force is transmitted along the line C. It will be noted that in Figure 2, the lateral force L5 on the trailing truck of .unit No. l is about one-fourth of that of the force L1 in Figure 1, and that the force L6 on the leading truck of unit No. 2 in Figure 2 has been reduced to a negligible quantity compared with the corresponding force L7 in Figure l.

Similarly, in Figure 4, in which the bung forces are also transmitted from vehicle to vehicle along lines connecting the truck centers, the lateral forces have been drastically reduced, so that the lateral force LB (that on the trailing truck of unit No. 2) has been reduced to a ksmall fraction (about one-twelfth) of the force L3 developed in the conventional mechanism illustrated in Figure 3. And it will be noted that in the mechanism of Figure 4, all of the lateral forces at L8, L9, Lm and L11 act in the same direction so that clearances in the trucks, etc., are all taken up in the same direction. .(Those at the leading truck of unit No. l and the trailing truck of unit No. 3 are zero, or substantially so.)

It will be understood from the foregoing that two kinds of displacement between two adjacent vehicles must bc accommodated-by the buffer mechanism. First, there is an equal and opposite angular displacement, when both vehicles are on "the'same curve, which displacement can be accommodated in mechanism having buing-force transfer-points located on arcs centered on the truck centers, by'forming the bufng surfaces inthe shapes of rockers or gear segments; and second, there is the unequal 'angular displacement of the -end of one vehicle with than the .runof .track on which the. other vehicle is located. That is also true Awhen they are on trackage of opposite curvatures. It is accordingly necessary that the buffer mechanism permit suchunequal displacement while at the same time providing an arcuate locus for the bufiing-force transfer-point.

I have indicated in simplified form, in Figures 5 and 6, a bufiing force transfer mechanism which meets these requirements. The buffer mechanism comprises spring vloaded friction means generally indicated at 10, which means are secured to the end frames of the respective yvehicles and which are provided with a toothed or corrugated member 11. The center of the teeth of member 11 lie on an arc 12, which arc has as its center the adjacent truck center pin 13. vIf it be assumed that the corrugatedmembers 11 are in direct engagement with one another, it will be seen that, insofar as equal angular displacement of the two vehicles is concerned, the point of contact will always lie on the line 14 connecting the truck center pins.

However, as was pointed out above, it is necessary to accommodate unequal as well as equal angular displace ment, and to that end, each buffer mechanism is provided with a buffer plate 15.` Each buffer plate 15 is provided with a smooth surface 16 adapted to slidingly engage the corresponding surface of the buffer plate on an adjacent vehicle, and has developed on its opposite surface teeth or corrugations forming a rack adapted to cooperate with the teeth or corrugations of member 11. The centers of the corrugations on buffer plate 15, however, lie on a straight line 17.

With the mechanism illustrated in Figures 5 and 6, equal angular displacements between the two vehicles are accommodated by turning movement between members 11sv and-15, and all unequal displacements are accommodated by sliding movement between adjacent members 15.

Since the buiiing force is transmitted by members 11 and since the buffing force transmitting surfaces of members 11 all have the same effective distance from truck center pins 13, the forces transferred from one vehicle to another must lie on the line 14 connecting the truck center pins, with the result that no lateral forces are `developed solely as a consequence of the separation be- `tween the bufling-force transfer-points and the truck center pins.

All of the foregoing discussion was concerned with the transmission from one vehicle to another of steady-state bufing forces, i. e., those forces incident to continued dynamic braking, continued pushing and the like. The vehicles, rails, draft gear and the like are all built to sustain such forces, and the features of the invention so far discussed have to do with the transfer of such forces from one vehicle to another.

However, railway operation also involves the development of forces of an entirely different character, i. e., instantaneous or transient forces arising out of slacktakeup, coupling, and other operations in which the presence of inertia or momentum results in the application of forces much greater than the tractive effort or braking force developed by any locomotive. Draft forces of this character are absorbed by the draft gear and have no bearing on the present invention, but when one vehicle is suddenly accelerated toward another, buing transients of very high peak magnitude may be developed, and it is vnefc'zessary that the peak magnitude be limited to a value vwhich will not damage the vehicle and, in the case of buling forces having lateral components, to values which will not` result in derailment and flange or rail breakage. Conventionally, the problem presented by transient forces is solved in one or both of two ways, i. e., by transforming a portion of the kinetic energy of the transient into potential energy as by compressing or extending a .resilient member, so that the transient is'integrated over a finite periodv of time; or by transforming a portion of tbemechanical energy into heat, as by friction means.

In the practice of the present invention, both means are utilized and I prefer to employ a form of spring' loaded friction damping means which is particularly well adapted for use in the buffer mechanism of the invention.

With these two functions established as criteria, the invention will now be vdescribed in terms of the specific embodiment illustrated in Figures 7 and 8.

The buffer mechanism of Figure 7 is enclosed in a supporting structure comprising back plate 20 (which is secured integrally, or by bolting or other suitable meansnot shown-to the end frame of the vehicle), top plate 21 and bottom plate 22. A buffer plate 23 is connected to back plate 20 by means of spring assemblies 24, which constrain plate 23 against appreciable movement in the transverse and vertical planes, but which (as by loose pivot assemblies 24a and the yielding of the springs 24b) permit oscillatory movement of plate 23 about a vertical axis. Plate 23 is provided on its front surface with replaceable wear plates 25, welded thereto as at 25a; and on its opposite or rear surface with three corrugations or teeth 26 located with their centers along the dot-dash line 27.

Directly behind buffer plate 23 s located a toothed rocker or follower member 28, having teeth 29 formed with their centers on the arcuate line 30, which line is centered on the truck center pin. Rocker 28 is mounted for sliding movement between top and bottom plates 21 and 22 and side plates 31 and 32, which constrain it against lateral or vertical movement, but which permit reciprocation along the longitudinal center line of the vehicle. Teeth 29 are adapted to engage teeth 26 of buffer plate 23 and to transfer buing forces from buffer plate 23 to the vehicle frame.

Such forces are applied by rocker 28 to the vehicle `frame through friction damping means comprising inclined surfaces 33 on rocker 28,` wedges 34, springs 35-36, and wedge bearing plates 37.

In a typical example, springs 35 and 36 may be A. A. R. class G springs, types C and D respectively, with a maximum capacity of 30,360 lbs. with a 21/s" total spring travel, and a capacity (both springs) of 28,200 lbs. after a 2 spring travel.

Each of the wedges 34 has a pair of inclined planes with a ratio of 1:2, so that the travel of each wedge 34 in the transverse direction is equal to the travel of member 28 in the longitudinal direction.

When a buliing force acts on buffer plate 23, it is transmitted to adjustable rocker 28, which presses against wedges 34 and causes them to move laterally against the pressure of springs 3S-36. In the example mentioned, the total spring travel is 1", so that each wedge can move 1/2". The spring force (for two springs) is thus 28,200 lbs. when the spring is compressed this distance of 1". In Figures 7 and 8, a starting clearance is shown between the parallel surface 38 of rocker member 28 and the confronting surface 39 of wedges34, and a similar clearance between the corresponding bottom surfaces 40 and 41. In the example mentioned, this clearance is %2. t On application 0f a buffing force, the adjustable rocker can therefore move 7/16 in the longitudinal direction, during which time the wedges have moved 7/2" in the same direction, while each wedge moves 7/16" laterally, with the result that the spring is compressed Vs. When this condition has been reached, there is a gap of 1/s between the confronting surfaces 42-43 of the two wedge members. But since the gap between surfaces 38 and 39 has been taken up, from this point onwardly only the wedge surface between the wedges 34 and the wedge bearing plates 37 will remain effective, with the result that during the last 1A" of lateral travel of the wedges 34 (1/16 travel of each wedge), rocker 28 will travel only 3&2 in the longitudinal direction. Thetotal travel of the adjustable rocker 28, therefore, is 1%2. before the buffer goes solid. During the first 'I/ of travel of the 76 buffer, the following formula applies for each wedge:

'During the last lfm" `travel ofthe buffer, the following .formula applies:

W =75,000 lbs.

P=YW tan (on-cp) For P=28,200

Since -there are two wedges themaximum bufng resistance of one 'buffer in -the --example mentioned is 324,000 lbs. Since itis contemplated thattwo such buffer mechanisms will be interposed between each two vehicles `(one on the end of each vehicle), the Vtotal buffer travel will -be 15;/16 before the buffers Vgo solid. p

Insofar as lateral forces are concerned, it will be clear (for the Vreasons set out lin the discussion lof Figures and A6) that all bu'ing forces ywill be transmitted from onevehicle to another along the lineconnecting the truck centers, with the result that the peak lateral components `of the buing forces will be greatly reduced, as compared with conventional arrangements (in the ratios indicated in the diagrams ofFigures 1 to 4, for the locomotive design, the buing forces vand thetraclr curvature there given as examples).

As a practical matter, it is desirable to provide a clearance between the coupler pulling face and the face of `the vbulfer plate 23, in orderto permit easy coupling of two units equipped-with-couplers. The standard A. A. R. Adimension for this clearance is It will be understood, therefore, that'the draft gear will be compressed 3/8" before the buffer resistance lbecomes effective. As a consequence, there will be some compressive force in the draft gear, which force will have a small Ylateral component. However, according to the invention, the buffer resistance is made considerably higher than the draft gear resistance; and, when the buffers are in contact, they will transmit almost `all ofthe b'uing force, even on tangent track. When going around a curve, the clearance between the pulling face andthe face of the buffer plate will become smaller and smaller according to the 'degree of curvature. For instance, when adjacent units are on a. 13 curve, the clearance will be reduced by about 5/2", according to the distance between truck centers'and the pulling'face, so that there is then vonly a slight draft gear resistance before the buffer becomes effective. If the curve becomes sharp enough, the draft gear Will be placed in tension `as soon as theV buffer starts to compress. Under this condition, not only will the buing force be Vtransmitted exclusively through the buffers and hence along 'the line connecting the truck centers, but there'will also be established an elastic system including the buffers and draft 'gear tending to restore thevehicles to aligned condition.

The relative resistance of the draft gear and buffers in a typical Vembodiment. is diagrammatically indicated in Figure 13. the starting clearance is at a maximum (3/s"), the draft gear resistance is relatively low, and, that-once the buffer `mechanism is engaged, by far the greater portion of the yload'is carried by the buffer. Note also that Ythe rapid vrise lof buier resistance in the last portion of its travel prevents travel of the draft gear into `the' region of its :162,000 lbs.

highest resistance.

8 chiefly inthat -the -butferplateof thissecond. form trans- Note that even on straight track, when Y 8 fers bung forces rto auf-adjacent vehicle through the diaphragm face plate.

VIn this construction, the-buffer mechanism is secured to vehicleendfvframe 50 by welding thereto a buffer pocket comprising backplate-Sl, side plates-52-52, top plate 53 and bottom'plate 54. Mounted in the pocket `are springs-'56 and^58,-wedges 60, wedge bearing plates 62 and adjustable chang plate or follower 64. Follower -64 is maintained in assembled'position by'means of bolts or pins-'65'.and Iis-provided -with teethf68, 4generated on arcuate pitch line 70,'adapted to engage withcooperating teeth 72 of buffer plate'74. Buffer -plate 74-is maintained in assembled -position 'by means of bolt or pin 76. -Dia- -phragm plate S0 is -mounted to vehicle fr-ame 50 by diaphragm spring .assemblies182-whichfare secured to face plate as-ati. Spring assemblies '182 (which may be Vin the form .of spring-extended -telescopic struts) are arranged -tohold diaphragm face plate about`25s" beyond the coupling face when the vehicles areuncoupled, as indicated `by the chain dotted'outliueV Sil.

Diaphragm Aplate 80 also car-ries .diaphragm -sill 86 rwhich istpivotally secured to diaphragm 80 as at 88. The relationship between the buffer mechanism of the inventionand coupler is-tindicated in Figure ll. It will be lobserved thatkthe bufting face of diaphragm face plate 80 -is in the Yvertical -planeof the coupler Vpull face 90a, fbut Athat-plate Si) is slightly spaced from buffer plate 74 -to provide theabove mentioned standard coupling clearance.

In operation, buing forces are transmitted through diaphragm '-face plate 80 toy buffer -plate 74, and ythence to adjustable chafing plate or Vfollower-64, longitudinal movement -of-which Itoward the vehicle causes lateral movement of wedges-60 and-compression of springs 56, 53 in the manner described lin connection with Figures 7 and 8. As .in the iirst'form of the invention described above, -wedging actiouduring the iirstpartof the travel of follower-64 is effected both between the wedge surfaces 92Ho-f -followerf64 and the front vsurfaces of wedge 60, and also between `the"inc'lined "surfaces of `wedge bearing plates-62 and the rear surfaces of wedges 60. As in Athe case `of the mechanism-illustrated in Figures 7-and`8, however, the last portion of the inward movement of follower 64 is translated into lateral movement only by inter-#engagement of the inclined 4surfaces of wedge bearing plates62 andwedges, due to the closing -of the` gap between the surfaces 94-94 of follower 64 and tbe confronting surfaces `96-96 of wedges 60, as will appearmost clearly from Figure 12. The effect ofthe closing of -this* gap on the operation of the buer mechanism is illustrated in Figure 13 by thediscontinuity in the curve of buffer resistance occurring at the 1,353" point.

Thus, the buier mechanism of the invention eects the transfer of Vbulting forces lfrom one'vehicle to an adjacent vehicle along the line connecting the truck centers, as a resultof which no lateral forces on the trucks are developed solely as a result of the separation of the truck centers from the end of the vehicle. The elimination of such lateral forceseliminates the cause of jackkning and consequent derailment and drastically reduces flange and rail wear.

The mechanism is compact and relativelylight, and is accordingly easily embodied in new or existing equipment.

The presence ofthe buffer mechanism of the invention does not interfere with coupling operations.

Despite its relatively small size, my buffer mechanism is capable of absorbing transient bufting forces of veryy high peak magnitude with relatively little displacement of 'the buffer parts.

In the practice of my invention, I `am enabled to re# tain `relatively close V*spacing between the coupler plus of adjacent vehicles (whichis-a practical necessity in or-l der to maintain vthe draftgear within reasonablelimits asto length and thus avoid excessive encroachment thereof on other parts of the vehicle when in action on curved track), while at the same time the bufiing forces are transmitted through centers relatively farther apart, preferably at the truck centers (whereby the peak lateral components of the bufiing forces are greatly reduced).

I claim:

l. Buffer mechanism for a railway vehicle having a truck connected to the vehicle by a truck pin located at a point removed from the end of said vehicle, said mechanism comprising a follower member mounted at the end of said vehicle for movement toward and away from said pin, means for opposing movement of said follower toward said pin, a buffer plate for transferring buliing loads between the buffer plate of another vehicle and said follower member, the surface -of said buffer plate which engages the buffer plate of such other vehicle being configured to permit sliding contact therewith in a plane generally transverse the longitudinal axis of the vehicle, and the confronting faces of the buffer plate and follower being provided with inter-engaging means disposed on each side of said axis for transferring bufling forces therebetween and for preventing relative horizontal movement thereof transverse said axis, the inter-engaging means on said follower member being -disposed at equal distances from said pin.

2. Buffer mechanism in accordance with claim 1 in which said inter-engaging means comprises a rack formed on said confronting face of said buer plate and a segment of a pinion formed on said confronting face of said follower member, said segment having said pin for a center of curvature.

3. Buffer mechanism for a railway vehicle one end of which is supported by a truck whose center is spaced from the coupling face at said end, said mechanism comprising a buffer plate having a surface adapted to engage the corresponding surface of the buffer plate of an adjoining vehicle at said coupling face with freedom for relative sliding movement in a plane generally transverse the longitudinal axis of said vehicle to accommodate lateral displacement of said end of said vehicle relative to the end of said adjacent vehicle, means for mounting said plate on said vehicle with freedom for rocking movement about a vertical axis substantially coincident with the center of said truck, and means for confining lateral movement of said buffer plate relative to said vehicle to the rocking movement permitted by said mounting means.

4. Buffer mechanism for a railway vehicle, one end of which is supported by a truck whose center is spaced from the coupling face at said end, said mechanism comprising a buffer plate at the end of the vehicle having a surface adapted to engage the corresponding surface of the buffer plate of an adjoining vehicle with freedom for relative sliding movement in a plane generally transverse the longitudinal axis of said vehicle to accommodate lateral displacement of said end of said vehicle relative to the end of said adjacent vehicle, said buffer plate having a second surface generally parallel to said first surface, a follower member arranged to transmit bufiing forces between said second surface of said plate and said vehicle, the surface of said follower member confronting said second surface being arcuate and having as its center said truck center, whereby to provide for rocking movement of said buffer plate relative to said vehicle to accommodate angular displacement of the end of said vehicle relative to the end of said adjacent vehicle, and inter-engaging teeth on the confronting surfaces of said buffer plate and rocker to prevent lateral sliding movement therebetween.

5. Buffer mechanism for a railway vehicle, one end of which is supported by a truck whose center is spaced from the end of the vehicle, said mechanism comprising means defining a buffer pocket at the end of the vehicle, a follower member mounted in said pocket with freedom for movement along the longitudinal axis of the vehicle toward and away from said center, means in said pocket for opposing movement of said follower toward said cenl0 ter, a buffer plate extending generally transverse said axis adjacent the outer surface of said follower and adapted to transmit butiing force to the buffer plate of an adjacent vehicle, the confronting surfaces of said follower and plate being provided with inter-engaging teeth, the teeth of the buffer plate being generated on a straight pitch line to form a rack and the teeth of the follower member being generated on an arc, whose center is said truck center, to form a segment of a pinion.

6. Buffer mechanism for a railway vehicle, one end of which is supported by a truck whose center is spaced from the vehicle coupling face at said end, ksaid mechanism comprising an adjustable chang plate for trans,- mitting bufing forces having a force-transmitting surface defined by an arc struck from said truck center, a buffer plate for transmitting buffng forces between said chafing plate and the buffer plate of an adjacent vehicle, said buffer plate having a first surface adapted to engage said corresponding buffer plate with freedom for sliding movement in a plane generally transverse the vehicle axis, and having a second surface parallel to the first in engagement with said arcuate surface, and means for confining relative movement between said buffer plate and chafing plate to rocking movement about said center.

7. Buffer mechanism for a railway vehicle, one end of which is supported by a truck whose center is spaced from the coupling face at said end, which mechanism comprises means defining a buffer pocket at said end of the vehicle, an adjustable chafing plate in said pocket having freedom for movement toward and away from said center, spring and wedge means in said pocket for opposing movement of said chafing plate toward said center, a chang surface on said chafing plate comprising teeth generated on a pitch line which is an arc of a circle centered on the truck center, a buffer plate for transmitting buliing forces between said chaiing plate and the buffer plate of an adjacent vehicle, said buffer plate having a first generally plane surface adapted to engage another buffer plate with freedom for sliding movement in a plane generally transverse said axis and a second surface generally parallel to the first and having thereon teeth generated along a straight pitch line and adapted to inter-engage with the teeth of said chafing plate.

8. Buffer mechanism comprising wedge means movable transverse the axis of buff, resilient means for opposing movement of the wedge means in one direction, said wedge means having two opposed wedge surfaces inclined toward one another in a direction opposite said first direction, wedge bearing means having an inclined surface parallel to and engageable with one of said wedge surfaces, bufling-force-transmitting means movable under buff along said axis toward said bearing means from an unloaded to a loaded position and having an inclined surface parallel to and engageable with the second of said wedge surfaces, whereby buiiing movement of said transmitting means urges said wedge means in said one direction against the opposition of said resilient means, stop means on said wedge means comprising a first stop surface extending transverse the axis of buff, and stop engaging means on said transmitting means comprising a second stop surface parallel to said first stop surface, said first and second stop surfaces being relatively positioned to abut one another upon movement of said transmitting means to a point intermediate its loaded and unloaded positions.

9. Mechanism for transmitting bufiing forces from one railway vehicle to another, comprising, at an end of such a vehicle, a follower member mounted for longitudinal movement relative to the vehicle, a plate member adapted to transmit buing forces between said follower member and the plate member of an adjacent vehicle, said follower and plate members having vertical confronting surfaces, one of which is arcuate, whereby to provide for rocking of one member on the other to accommodate relative angular displacement of one vehicle with respect to `the other, means for-opposing longitudinal ,movement of said Vfollowermember in bui, comprising wedge vmeans 'movable transverse saidvaxis, resilient lmeans for oppos- 'ing movement of said wedge means in `one direction, said --wedge means Ahaving opposed wedge surfaces inclined .to-

-ward one another in adirection `opposite saidtone direc- -tion, andxxed wedge bearing meansengaging` one/of said AVwedge surfaces, the other-of said wedge surfaces beingin means, in said one direction against the opposition of said resilientmeans.

10. Mechanism for transmitting buing forces from one railway vehicle to another, comprising, at an end of such a vehicle, a follower member mounted for longitudinal movement relative to the vehicle, a plate member adapted to transmit bufng forces between said follower member and the plate member of an adjacent vehicle, said follower and plate members having vertical `confronting surfaces, one of which is arcuate, whereby .to provide for rocking of one member on the other to accommodate relative angular displacement of one vehicle with respect to the other, means for opposing longitudinal movement of said follower member in bui comprising wedge means movable .transverse said axis, means for opposingmovement ofsaid wedge meansin-one dirrection, said Vwedges-means having-opposed --wedgesurfaces inclined tow-ard A one another in adirection opposite said onedirectiomxed lwedge-bearingfmeans engaging one of said wedge surfaces, the other'ofsaid-wedge-sur faces being in engagement with a corresponding surface developed onsaidfollower, `whereby movement of -said follower toward said bearing means responsive to va Abufring forceris .translated into movemenbofsaid wedge -means in said-or1eYdirectionagainstthel opposition of said resilient means, and stop means on saidl-wedge-means comprising a irst Vstop `surface Yextending normal to the lsaid axis, and a-second stop vsurface on said follower mem- 'ber disposed parallel to saidrststop'sur-faceV and positionedrelative. thereto-to engage said first-stopvsurface in an.intermediatepositionof movement of said-follower toward said -wedge-bearing-means.

References'citedin the ileofV this patent UNITEDSTATES PATENTS 766,056 vMoran July 26, 1904 1,026,063 'Watkins --May 14, 1912 1,228,131 Pynn May'29, 1917 1,830,365 Lund ....--Nov. 3, 1931 2,125,326 -Zouck -Aug. 2, 1938 2,170,924 Janeway, ..-'Aug.-29, 1939 

